System for automatically soverning railway traffic



April v W. K. HOWE SYSTEM FOR AUTOMATICALLY GOVERNING RAILWAY TRAFFIC Ofiginal Filed July 5, 1916 ZSheets-Sheet 1 i INVENTOR SYSTEM FOR AUTOMATICALLY GOVERNING RAILWAY TRAFFIC Original Filed July 5, 1916 2 Sheets-Shea: 2

i i- 1 m //a a, //7 H 311501, 71 M 81'' E of; ATTQRNEY Patented Apr. 13, 1926..

' UNITED STATES PATENT OFFICE.

WINTHROP K. HOWE, OF ROCHESTER, NEW YORK, ASSIGNOR TO GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

SYSTEM FOR AUTOMATICALLY GOVERNING RAILWAY TRAFFIC.

Application filed. July 3, 1916, Serial No. 107,355. Renewed November 23, 1925.

To all who 1a it may cancer n:

lo it known that l, lVIN'rI-iinor K. flows, a citizen of the United States, and a resident of the city of Rochester, in the county of Monroe and State of New York, have-invented a new and useful System for Automatically Governing Railway Tratlic, of which the following is a specification.

This invention relates to systems for automatically controlling railway trallic and more particularly to such systems in which the signals furnished for the guidance of the engineer or motorman of the train are operated or displayed directly in front of him in the cab, and .in which suitable provisions are made whereby the speed of the train will be automatically controlled ifthe motormanor engineer should for any reason fail to observe and obey these signals.

it has herctoforebeen recognized that the different types of the well known block signaling systems in which signals are displayed at certain fixed points along the tract: do not afford all of the safety and protection desired for various reasons. One reason is that, even if absolute accuracy and reliability in the operation of these fixed signals is obtained, conditions are often such that it is very dillicult for the engineer ofthetrain to see these signals clearly and be able to unmistakably understand their significance. Furthermore, experience has dei-nonstrated that the human machine has an appreciable percentage of failure, and that, while the reliability of an engineer may be equal to or greater than the reliability of automatic mechanism, it is desirable to supplement the vigilance and reliability of the engineer by automatic mechanism. The solution of this problem of an automatic trainccntrol system involves a large number of factors; but in general it may he said that in devising such a system it is desirable to observeand satisfy the exacting requirements which have been found by long experience to be essential to a safe railway signaling system; further, to obtain the best safety in the operation of the trains without unnecessarily limiting the facility of their movements; and finally to satisfy the requirements and conditions for simple, reliable and practical operation.

l llith these considerations in mind, one of the principal objects of this invention is to devise an arrangement and construction of parts and electric circuits whereby the greatest facility of movement of trains may be obtained with the greatest safety.

further object of the invention is to devise a system for automatically controlling railroad trains, which will not only give the greatest facility and safety, but which will also satisfy the more important requirements and conditions found in the practical operation of railroads.

A further and more limited-object of the invention is to devise a system for automatically controlling railway traflic in which the engineer or motorman of a train will be properly advised at all times whether or not he is operating his train with the highest speed consistent with safety.

A further specific object of the invention is to devise an arrangement and construction of parts and electric circuits for an automatic train control system in which a distinctive signal will be automatically displayed in the engineers cab while and so long as the train is being operated in the direction opposite to the normal direction of tral'lic.

A further specific object of the invention is to devise an arrangement andconstruction of parts and electric circuits for an automatic train control system in which the engineer, after he has obeyed a caution signal and'has brought his train to a safe speed, may proceed further by manipulating a certain device, which device will automatically extinguish the regular cab signals and ren der elfective a distinctive signal to keep the engineer advised that he is proceeding with out being under the protection of the automatic traincontrol system, until the train has reached a point where the train control system may be made effective again to control the train without unnecessary delay, whereupon the distinctive signal is automatically. nullified and the regular cab signals are automatically restored.

A further specific object of the invention is to devise a simple and reliable means for protecting certain relays used in the system embodying the invention from injury by an excessive or continued flow of current, such as may occur under certain conditions more fully explained hereinafter.

The invention consists in the parts and in the arrangements and combinations of parts, together with the electric controlling circuits therefor, all of which are more fully set forth hereinafter.

In describing the invention in detail, reference is had to the accompanying drawing in which is illustrated the preferred physical embodiment of the invention, in which like reference characters refer to like parts in the several views, and in which Figure 1 is a schematic view, in the nature of a. wiring diagram, which shows diagrammatically the parts and electric circuits constituting one form of the invention, said parts being illustrated more with regard to making their functions and operation clearly understood than with regard to their exact arrangement and construction.

Fig. 2 is a View, diagrammatic in its nature, showing some of the parts carried by the train, said view being in part a sect-ion taken on the line 22 in Fig. 3;

Fig. 3 is a plan view of some of the parts shown in Fig. 2;

Fig. 4. is a section taken substantially on the line le'-t in Fig. 3; and

Fig. 5 is a section of certain parts shown in Fig. 2 and is taken substantially on the line 55 of said figure, certain parts being omitted and broken away.

Referring to the accompanying drawing, the numerals 1 and 2 designate a portion of the track rails of the ordinary railway track, and these track rails 1 and 2 are divided by insulating oints (not shown) in the usual manner into electrically isolated blocks or sections, each of which is provided with a source of electric current, as a battery, and a track relay or similar device of suitable construction. Since this arrangement constitutes the well known normally closed track circuit, and since the detail construction and operation of this track circuit is very familiar to those skilled in the art of railway signaling, it has been deemed unnecessary to complicate the illustration of this invention by showing the parts above mentioned.

The train is shown diagrammatically in Fig. 1 as comprising a pair of wheels 33 connected by the usual axle 4, and a second pair of wheels 55 connected by the axle 6, said axles 1 and 6 being connected by bars 7 and 8 representing the frame and body of a vehicle or of the separate vehicles of a train. According to the preferred embodiment of the invention which is illustrated in the accompanying drawing, communication between the train and the track necessary for the operation of the cab signals and the speed control apparatus is obtained by the mechanical and electrical cooperation of a contact shoe or shoes carried by the train with ramps or contact rails located at intervals along the track, there being preferably one ramp associated with each block or track circuit section. These ramps may be of any suitable construction and consists in general of a. metallic contacting portion extending for some distance parallel with the track rails and fixed in any suitable way on supports of insulating material, only two of these ramps being shown in Fig. 1 and designated R and R Likewise, the contact shoes may be of any suitable construction, and for simplicity are shown diagrammatically in Fig. 1. The particular embodiment of the invention illustrated requires the use of two contact shoes on the train, or on each single locomotive or motor car equipped with the system, these two shoes being. disposed on opposite sides of the vehicle or train; and since the construction of these shoes is the same, their parts have been given corresponding reference characters with the distinctive exponent 1 and added thereto, and a description of one will suffice for both.

The simplified form of contact shoe shown comprises an angle lever 9 journaled on a pin 10, fixed to the side bars 7 or 8 of the vehicle, so that this angle lever may oscillate back and forth in a vertical plane. The vertical arm of the angle lever 9 is provided with a suitable enlargement or foot at its lower end which is adapted to engage the ramps along the track as the train progresses; and the horizontal extending arm of the angle lever 9 is connected to a metallic rod 11, to which is fixed and insulated therefrom a number of contact disks or blocks 12, 13, 14 and 15, which are arranged in certain postions to establish electrical connection between suitable contact springs or fingers illustrated conventionally in Fig. 1 by arrows. The upper end of the rod 11 of each shoe has a right angle bend 16 which is arranged to make contact with suitable contact springs indicated by arrows. The. contact shoes S and S are shown in Fig. 1 in the normal position which they assume when they are not in engagement with the ramp, and are provided with suitable means (not shown) which restores these shoes to their normal position after they have been operated.

The mechanical cooperation of the contact shoes S and S with the ramps R and R is accomplished by making the end portions of these ramps inclined, so that the shoes ride gradually on these inclined portions and are swung to one direction or the other relatively to the vehicle, according to which shoe engages a ramp and according to the direction in which the vehicle is traveling, all as explained hereinafter. The electrical cooperation of the contact shoes with the ramps is due to theelectrical contact of these contact shoes with the metallic contacting portion of i the ran'1ps, during which a partial circuit on track relays of the blocks or track sections of that track, so that these partial circuits may be established in accordance to the tratlic conditions. For a clear understanding of this invention, however, it is unnecessary to illustrate and describe in detail the trackway circuits whereby the partial. circuits associated with the ramps are controlled according to trailic conditions; and for simplicity the contacts operated by the track relays of the blocks or track sections adjacent to the ramps R and R illustrated in Fig. 1, are replaced by simple switches. In the embodiment oi? the invention illustrated, the source of current associated with each ramp isa trans'torn'ier which has a primary 17 connected to a suitable source of alternating current, which in practice is the usual transmission line, and a secondary comprising two portions 18 and 19, one terminal of said sec ondary being connected by a conductor 20 to one of the track rails, as the track rail 2. The switch for controlling the partial circuits associated with the ramp R is designated 22; and when the switch 22 is in the position shown in Fig. 1, which corresponds to the condition existing when the block or track circuit section with which the ramp R is associated is not occupied, a di'derence OTE potential, equal to the voltage of the combined secondary portions 18 and 19, is established between the ramp R and the track rail 2 by a partial circuit which may be traced as follows: commencing at the track rail 2, conductor 20, secondary portions 18 and 19, conductor 21, switch 22 and conductor 23 to ramp B. When the switch 22 is moved to its other position, indicated by a dotted line, a difference of potential equal to the secondary portion 18 alone is established between the ramp R and the track rail 2 by a partial circuit which be traced as follows: commencing at the track rail 2, conductor 20, secondary portion 18, conductors 2i and 25, switch 22, and conductor 23 to the ramp R. The ramp R has only one partial circuit associated therewith, which is controlled by the switch 27, and

when this switch 27 is closed a diii'erence of potential equal to the voltage of the secondary portion 18 is established between the track rail 2 and said ramp R by a partial circuit which may be traced at follows: commencing at the track rail 2, conductor 20, secondary portion 18, conductors 24 and 26, switch 27 closed, and conductor 28 to the ramp R The switches 22 and 27 have a still further position in which they disconnect the ramps R and R entirely from the secondary portions 18 and 19, so that no ditterence of potential exists between said ramps and the track rail 2.

The significance of these partial circuits will he pointed out more fully hereinafter in the description of the operation; but. it can be seen that by proper manipulation of the switch 22, three electrical conditions of the ramp B may be obtained, namely: first, a condition wherein a high difference of potential exists between this ramp and a track rail, this condition being conveniently termed high voltage applied to the ramp ll; second, the condition wherein a low difference of potential exists between said ramp It and a track rail, this condition being conveniently termed low voltage applied to the ramp CR; and third, the condition wherein no ditlerence of potential exists between the ramp R and a track rail, this condition being conveniently termed no voltage applied to the ramp R. The ramp R however, has only two electrical conditions, one in which low voltage is applied to said ramp, and the other in which no voltage is applied to said ramp.

According to an arrangement illustrated in Fig. 1, the normal direction of traiiic is from leftto right, as indicated by the arrow X; and according to this invention it is conten'iplated, although it is appreciated that such an arrangement is not compulsory, that the majority of the ramps will be like the ramp R and will be located on the righthand side of the railroad track as regards the normal direction of traitlc; whereas the ramps R located on the letthand side of the railroad track, will occur only at certain points where it is desired to produce an immediate and absolute stop in a way which the motorman or engineer is powerless to prevent, such a place being, for instance at a point where there are converging tracks.

In order to properly govern the speed control apparatus on the train in accordance with the varying length of blocks and their varying physical characteristics, for the reasons explained more fully hereinafter, a selector mechanism, shown diagrammatically in Fig. 1 and designated generally L, is supported in the vehicle, preferably on an axle thereof, so as to extend transversely of said vehicle andthe track. As shown,

this selector mechanism L comprises a base or frame plate 29 extending transversely of the vehicle and of the railroad track, in which are slidablyv mounted vertically movable plungers or tappets 30, 31, 32, 33 and 34, which have enlarged end portions orfeet. The feet of these selector tappets are disposed a short distance above the ties or road bed of the railroad, with such clearance as may be desired, and are arranged to be struck by selector ramps having inclined end portions. These selector ramps (which are not shown) extend longitudinally of the railroad track and are positioned at different points between the track rails, so that each selector ramp engages only one of the selector tappets. Each of the selector tappets is spring-pressed downward by a compression spring 35 to the lower or normal position shown in Fig. 1; and after passing through the frame plate 29, said selector ta-ppets pass through openings in a horizontally movable latch plate 36, said openings in said latch plate having one edge (shown as the right hand edge) beveled or undercut as clearly shown in Fig. 1. A tension spring 38 is connected between the base plate 29 and the latch plate 36 and tends to move said latch plate to the left, as viewed in Fig. 1. Each of the selector 'tappets 30, 31, 33 and 34 is provided with an integral projection or catch 37, the upper edge of which is beveled to conform to the beveled edge of the corresponding opening of the latch plate 36, and the lower edge of which forms a shoulder. The middle selector tappet 32 has its upper edge beveled to correspond to the opening in the latch plate 36 through which it passes, but is not provided with a shoulder as in the case of the other selector tappets. The upper ends of the selector tappets 30 and 34 are pivotally connected to the ends of a floating lever 40, and the ends of a similar floating lever 39 are pivotally connected to the upper ends of the tappets 31 and 33. Pivota-lly connected to the middle of the floating lever 39 is a vertical rod or plunger 41, which has fixed thereto and insulated therefrom av contact disk or block 42 arranged to make electrical contact with suit-able contact springs or fingers illustrated diagrammatically as arrows. A similar rod or plunger 43 is pivotally connected to the floating lever 40 at its middle point, and this rod 43 carries three insulated contact disks 44, 45 and 46.

The cab signals and speed control a-ppa ratus are governed by a relay on the vehicle which is hereinafter termed the speed control relay and is designated SC. The speed control relay SO preferably comprises two separate windings 47 and 48 and is provided with armatures or contact fingers which are illustrated conventionally in the drawing and are designated 49, 50, 51, 52 and The speed control relay SC is in turn controlled by another relay, hereinafter termed the pick-up relay and designated P. The pick-up relay l is preferably designed so as to be operated only by alternating current; but since relays having this characteristic are well known in the art, it is unnecessary to illustrate and describe the construction of this pick-up relay in detail. The pick-up relay P is provided with two armaturcs or contact lingers 54 and 55, one of which, 54, controls the speed control relay SC, as explained hereinafter, and the other of which controls a protective resistance 56 iii-after. The pick-up relay 1 is governed by a partial circuit terminating at the wheels of the vehicle and at one of its contactshoes in an operated position; and the pickup relay P may be directly connected to the frame or wheels of the vehicle and to the contact shoe, but it is preferred to interpose a transformer T in this partial circuit, so that any direct current finding its way into this partial circuit will not reach the pick-up relay P.

For the purpose of controlling the movement of the vehicle or train so that it may be brought to an absolute stop, there is provided an alternating current relay, herein after termed the stop relay and designated SR. Thisstop relay SR is also governed by a partial circuit terminating at the wheels of the vehicle and at the contact shoe on said vehicle in an operated position, and in the same way and'for the same reason as explained hereinbefore in connection with the pick-up relay P, a shielding transformer T is preferably interposed in this partial circuit. The stop relay SR is provided with two armatures or contact fingers 57 and 58, one of these armatures, 58, being used to control or shunt a protective resistance 59 in the local circuit for said stop relay.

Another relay, hereinafter termed a nosignal relay and designated N S, is carried on the vehicle and is used to give a distinctive indication in the motormans cab in case heis operating his train in the direction opposite to the normal direction of traffic, or has performed the special manipulation necessary to release his train from the dominance of the speed control apparatus, and further to perform other controlling functions. The no-signal relay NS is preferably provided with twoseparate windings 60 and 61, and is arranged to operate a number of armatures or contact fingers designated 62, 63, 64, and 66.

According to this invention it is contem plated that the vehicle or train to which the system is applied, will be equipped with the ordinary and well known system of in the manner explained here-' pneumatic b 'akes, although other means for retarding the movement of the train or vehicle may be employed. This type 0]": braking system is well known in the art, and to avoid complication has not been shown in detail; and for a clear understanding of this invention it is suiticient to point out that this braking system comprises a train pipe, a portion of which is illustrated in Fig. 1. and designated 67, and that the brakes are automatically applied by venting this train. pipe, a suitable electrically operated valve being used for this purpose. This valve is designated generally as E and comprises a valve 68, which is urged or pressed to its open position by a spring 69, and is held in its closed position by the energization of the solenoid E.

The cab signal equipment on the train or vehicle has been illustrated diagrammatically and has been shown in duplicate in order to illustrate the application of the speed control system embodying this invention to a locomotive or motor car which is provided with a cab at each end. The cab signal comprises a special warning signal A, which is preferably an audible signal such as a whistle or the like; a proceed signal, which is shown as a green lamp (l; a caution signal. which is shown as a yellow lamp Y; and a no-signal device, which is shown as a white lamp W. In addition to these signals there are in each cab two lamps and 71, the function and purpose of which will be explained more fully hereinafter. Two lamps of different intensities for each oi"- the above mentioned signals are preferably used in each cab so that the brightness of these signals may be changed according to whether or not the train is being operated in the day time or at night, or .in a tunnel or subway. The above mentioned signals in each of the cabs are controlled by a suitable manually operated switch, designated generally U, which is arranged in position so as to be conveniently actuated by the motorman. This switch U serves the double purpose of enabling the motor-man to cut-in or cut-out the cab signals in. that particular cab. and to control the intensity of these signals as he desires. The cab signal cut-in and dimming switches U are illustrated in. a simple way as comprisa series of contact blocks or pieces 72 which may be engaged by a long contact bar 7?). A. resistance 74 is preferably used in series with each of the cab signal lamps in order that low resistance lamps having strong filaments may be used. In each of the cabs is located a manually operable switch or circuit controlling key it by means of which the n'iotoruian is able under certain conditions to release his train from the dominance of the speed control apparatus, as explainedmore fully hereinafter.

Under some conditions in the practical operation of railroads there are occasions where two or more locomotives or motor cars, each equipped with the train control apparatus, are included in the same train, and it is desirable that the train control apparatus on these several locomotives or motor cars should in some respects be simultaneously controlled; and for this purpose there are shown a number 01 continuous conductors or bus lines 75, 76 and 77 extend ing between the several motor cars or locomotives included in the train. The bus line aliords a connection for simultaneously restoring the parts of the train control system on each of the motor cars or locomotives to their normal or idle condition when occas ion requires; the bus line 7 6 affords a connection whereby the motorman may release his train from the dominance of the speed control apparatus on the several locomotives or motor cars in the train; and the bus line 77 affords a connection which enables the warning signal A in the cab which the motorman occupies to be operated by any one of the train control apparatus on the several motor cars or locomotives.

The essential parts of the speed control apparatus are shown diagrammatically in l igs. 2 to 5 inclusive and comprise in general a device for indicating the permissive speed for the vehicle at different points in its travel, a second device for indicating the actual speed of the vehicle at these points, and mechanism subjected to the joint control of said two devices for electrically governing the brakes oi? the vehicle by means of the electrically operated valve E, together with appliances for governing the operation of the several parts. The devices for indicating the pern'iissive speed and the actual speed are connected to the axle of a pair of wheels of the vehicle. preterably to the axle of a pair of wheels which are neither braked nor driven, so that said devices are actuated in accordance with the rate of movement of the vehicle and the distance of its travel; and while this mechanical connection may be made in various ways, it is illustrated simply in the drawing comprising a worm 78 secured to the axle 4 and meshing with a worm wheel 79 which is fixed to the lower end or a shaft 80 journaled in suitable supports 5L, and 82 and held against endwise movement by collars 83 and 84L pinned thereto and disposed below and above the supports 81 and 82, respectively. The shaft 80 actuates the device for indicating the actual speed of the vehicle, and this device is shown as a speed indicator SI of the well known centrifugal type commonly used as a speed governor- 'lor engines.

7 The speed indicator S1 is shown in a simplified form and comprises a block 85 pinned or otherwise securely fixed to the shaft and a second block '86 which is mounted on saidshaft 80 so as to slide lengthwise thereon; and interposed between these two blocksand 86 is a compression coil spring 87. I Pivotally connected at their ends to the blocks 85 and 86 are links 88, the adjacent ends of which are pivotally connected to weighted balls 89.

The operating parts of the speed control apparatus are in practice supported in asuitable box or casing which protects said parts and also affords a means for supporting these various parts in the manner and in the relation necessary for their proper op eration. To show the arangement which is preferably adopted would, however, only serve to complicate the illustration, and there is shown for simplicity portions of a casing or frame, designated generally by the letter F, which affords a convenient means for supporting the operating parts. Journaled in bearings attached in any suitable way to the frame F isashaft 90, hereinafter termed the speed-shaft, which has fixed thereto, as by a key, an arm 91 which extends to the speed indicator and is connected to the lower block 86 thereof by means of the usual col lars and yoke. By reason of this construction it is apparent that as the speed of the vehicle changes-andthe speed of rotation of the shaft 80 correspondingly varies, the weighted balls 89 will be thrown outwardly by centrifugal force and will lift the lower block 86 against the opposition of the spring 87, so as to rock the arm 91 up or down in accordance withthe variation of the speed of the vehicle, so that the speed-shaft assumes different angular positions according to the actual speed of the vehicle existing at that instant.

The device for indicating the permissive speed for the vehicle is shown as connected to the shaft 80 by means of a beveled gear 92 which is fixed to said shaft and which meshes with amating beveled gear 93 fixed to one end of a shaft 94 ournaled in suitable lugs or brackets shown integral with the frame F. Fixed to the other end of the shaft 94'is a worm 95 which meshes with a gear96 journaled on a suitable bearing stud 97 secured to the frame F; and fixed to the gear 96 is a smaller gear 98 which meshes with a larger gear 99 journaled on a bearing stud 100 also secured to the frame F. In a similar way a small gear 101 is secured to the gear 99 and meshes with a larger gear 102 journaled on a bearing stud 103; and a small gear 104 is secured to the gear 102 and meshes with a larger gear 105 supported on a suitable bearing stud 106. It is apparent that the construction and arrangement of gears just described constitutes the well known system of reduction gearing. Journalcil at one end on the bearing stud 106 isan arm 108, to which are fixed two pins 109 and 111; and jou naled on said pins are two meshing gears and 112, the gear 110 being also in mesh with a gear 101' fixed to the gear 105.

The arm 108 is controlled by an electromagnet hereinafter termed the cam control magnet C, which comprises two coils 11;) having their pole pieces connected at their lower ends by a yoke or strap 114 which is fastened by bolts to lugs shown integral with the frame F. The armature 116 of the cam control magnet C is guided by pins 115 secured in the pole pieces of the coils 113, and rigidly connected to the armature 116 is a rod 117 which extends downwardly through the yoke 114 and is pivotally connected to the outer end of the arm 108. A compression coil spring 118 encircles the rod 117 and bears at its lower end against the yoke 114 and at its upper end against a collar 119 pinned or otherwise suitably fastened to the rod 117.

Supported in any suitable manner in the casing F is a shaft 120, hereinafter termed the camshaft, to which is pinned a comparatively large gear 121 which has a semicircular portion cut out of its periphery, as indicated by the numeral 122; and the gear 121 is arranged in the same plane the gears 112 and 110 so that the gear 112 may be moved into and out of mesh with the gear 121. It is apparent that when the arm 108 is in its'upper position, as shown in Fig. 2, and when the gear112 is in mesh with the gear 121, the camshaft is directly connected to the axle 4 and is turned grad ually exactly in accordance with the movement of the axle 4 and the wheels 8 secured thereto in such a way that the angular displacement of the shaft 120 from its initial position when the arm 108 was first raised represents the distance subsequently traveled by the vehicle.

The speed-shaft 90 and the cam-shaft 120, which, as pointed out hereinbefore, assumes different positions in accordance with the actual speed of the vehicle and the distance traveled thereby, respectively, are preferably arranged to control a number of units, which for convenience may be termed block combinations; but since the construction of these units is the same in all respects except that the exact shape of the cams used varies slightly, only one of these block combina tions has been shown in Figs, 2 to 5 inclusive, and a description of this one will sufiice for all. Associated with each block combination are two cams 123 and 124 which are securely fastened, as by pins, to the camshaft 120. The shape of these cams is slightly different, as can be readily seen by comparing the cam 123 shown in Fig. 2 with the cam 124 in Fig. 4, and the reason for this difference in the shape of the cams will be explained more fully hereinafter.

Associated with each of these cams 123 and 124 is a circuit controlling device which is governed jointly by the corresponding cam and the speed-shaft 90; and these circuit controlling devices are arranged side by side as shown in Fig. 3 in the form of a unit and have some parts in comn'ion. The number of circuits controlled by the rcspec ti ve circuit controlling devices and the manner in which they are controlled is different, and makes it necessary to describe them. separately.

Referring particularly to Figs. 2 and 3, there is a shelf or ledge H integral with the frame or casing F to which are secured blocks 125 of suitable insulating material; and fastened to these blocks are men'ibers 126 which support the contact fingers 127, 128 and 129, and which also act as binding posts. According to the construction shown, each of these contact fingers has a pair of cars 130 which are pivotally connected to the upper end of the corresponding member 126 so as to be capable of a slight rocking movement in a vertical plane; and arranged to press against one side of each of these contact fingers is a compression spring 131 secured to the corresponding member 126 in a manner which can be readily understood from the drawing.

Below the ledge I-I single coil electromagnet 1.32 bolted to the frame F, and also secured to the frame F is a yoke of magnetic material comprising upper and lower arms 133 and 134 respectively, which are disposed respectively above and below the electro-magnet 132. The outer edge of the upper arm 133 is beveled to form a knife edge, and the armature 135 of the electromagnet 132 rests against this knife edge and is held closely in contact therewith by means of a compression spring 137 which surrounds a pin 136 fixed at one end to said arm 133 (see Fig. 4) and which bears at one end against the outer face of said armature 135 and at its other end against a col .lar or washer on the pin 136, the outward movement of said washer being limited by a small pin extending transversely through the pin 136,

Riveted to the armature 135 of the electromagnet 132 is an extension 138 which extends upwardly to a point above the ledge H about on a level with the upper ends of the contact fingers 127, 128, 129, and this extension 138 is connected to a yoke-shaped frame J comprising side portions 139, 140 and an end portion 141. The upper end of said. extension 138 is journaled on a pin 144 riveted to the outer ends of the side portions .139, 140, sleeves 145 (see Fig. being used to hold the extension 138 in proper position on said pin 144. A bolt 142 is anchored at one end to the frame and extends through a hole in the end portion 141. of the frame 5; and interposed between the nut on said bolt 142 and said end portion 141 is a. compression spring 143. The side portion 139 of the frame J carries three rollers 146 of insulating material which are journaled on pins riveted or otherwise secured to said side portion and which are spaced apart at such distances as to maintain the upper ends of the contact fingers 127, 128 and 129 spaced apart so as to be separated only a short distance, as shown in Fig. 2. Secured to the outer contact finger 127 is a roller 147 of insulating mate rial which is arranged to bear against the edge of a contact sector 149 loosely mounted on a shaft or rod 148 fixed to the frame F. The contact sector 149 has a downwardly extending arm 150 which is connected to one end of a tension spring 151, the other end of which is anchored to the upper insulating block 125. A link 152 is pivotally connected at one end to the arm 150 and at its other end to the middle point of a floating lever 153. The floating lever 153 is provided with a roller 154 which is revolubly mounted on a pin fixed in the upper end of said floating lever and which presses against the edge of the cam 123; and the lower end of the floating lever 153 is journaled on a rod 155, (see Fig. 5) which is carried by two arms 156 (only one of which is shown) which are fastened by pins or other suitable means to the speed-shaft 90.

Referring to the circuit controlling device associated with the cam 124 and shown in Figs. 3 and 4, the contact fingers 157 and 158 controlled by this other cam 124 are similar in construction to those already described and are mounted in the same way upon the insulating block 125. Two rollers 159 of insulating material are secured to the side portion 140 of the yoke-shaped frame 5, and are arranged, as shown in Fig. 4, to bear against said contact fingers. The rollers 159 are so located that the contact fingers 157 and 158 will be separated when they bear against said rollers, and when these contact fingers are pressed together, as shown in Fig. 4, the roller 159 associateid with the contact finger 158 is closer to said contact finger than the other roller 159 as sociated with the contact finger 157. The outer contact finger 157 carries a roller 160 of insulating material which bears against the outer edge of a contact sector 161, also journaled on the shaft 148, suitable sleeves 148 being disposed on shaft to space apart the contact sectors 149 and 161. A downwardly extending arm 162 in tegral with the contact sector 161 is connectcd by a tension spring 163 to the insulat ingblock 125 in a manner similar to that already described in connect-ion with thecontact sector 149: and the arm 162 is connected by a link 164 to a floating lever 165 which carries a roller 166 at its upper end bearing against the edge of the cam 124; and which is journaled at its lower end on the rod 155.

The outer edge of the contact sector 1 19 is formed with two shoulders 167 and 168, and the outer edge of the contact sector 161 is formed with a single shoulder 169, the shoulders 167 and 168 being similarly disposed and both ditlerent from the shoulder 109, for the reasons and for the purpose hereinafter explained.

The cam-shaft 120 is provided with an appliance for restoring it to its initial position after-it has been operated. This ap pliance (see Figs. 2 and 5) comprises an arm 170 journaled at its upper end on a pin or shaft 171 supported in lugs 172 integral with the frame F, and this arm 170 is formed with a toothed sector at its lower end, which meshes with a pinion 17 3 keyed to the cam shaft 170. Also journaled on the pin 171 are two blocks 174: and 175 which are held against endwise movement in one direction by a small pin 176 extending transversely through the shaft 171; and the arm 170 has integral therewith a laterally extending foot or lug 177 which is arranged to Strike either of the blocks 17 1 or 175 as the arm 170 is rocked inone direction or the other. Extending loosely through each of the blocks 1741 and 175 is a rod 178, one end of which is fixed to a boss 179 integral with the frame F; and encircling each rod 178 is a compression coil spring 181, one end of which presses against the corresponding blocks 17 1 or 175, and the other end of which bears against a washer or collar 182 held in place on said rod 178 by the small transverse pin 183.

0pera1ti0n.Before taking up in detail the operation of the different parts of the train control system embodying this invention and before tracing the different circuits involved in this operation, a brief statement of the operation in general will be given. As the vehicle or train equipped with the train control apparatus approaches a block or number of blocks of substantially the same length and physical characteristics, the selector L is operated by selector ramps located along the track at this point in such a way as to energize the electro-magnet 132 of the block combination which is designed to properly control the speed of the train through the block or blocks into which the train is about to enter. At about the same time that this selection of the cams to control the train is made, the first righthand contact shoe of the train engages a ramp located on the righthand side of the track. If traffic conditions ahead of the train in question are such that this train may proceed safely the electrical condition of thisramp is governed by the trackway circuits so that the speed control apparatus on the vehicle is not set into operation, and except for the limitation upon the maximum speed which the train may attain at any time, as explained hereinafter, the train may proceed at unlimited speed, the motorman being advised of these conditions by the presence of a proceed signal in his cab. In case, however, trafiic conditions ahead of the train in question are such that this train should so control its speed as to come to a stop at the end of the block into which it is entering, the electrical condition of the ramp above mentioned is so governed by the trackway circuits that the proceed signal is changed to a caution signal, and the speed control apparatus is set into operation. In general, the speed control apparatus operates to sound a warning signal as the train proceeds and has moved to such a point and is traveling at such a speed that the brakes should be immediately applied in order to bring the train to a stop by the time it reaches the end. of the block it then occupies, and then, in case this warning signal is disregarded, the speed control apparatus automatically causes an application of the brakes.

Referring to Fig. 1,, of the parts of the speed control apparatus shown in Figs. 2 to 5 inclusive are shown in a simplified form, and in Fig. 1 two block combinations M and N are shown together with the circuits controlling them and the circuits controlled thereby. The operation of the system is conveniently divided into the operation of certain groups of its parts; and the different steps in the operation of each group together with the circuits involved in this operation will now be set forth in detail.

To facilitate the tracing of the circuits involved in the operation of the train control system it is convenient to trace all of these circuits from one conductor 180, indicated by a double line, which is directly connected to one terminal of the battery B on the vehicle, to another conductor 190, indicated by a heavy line which is connected to the other terminal of said battery B, it being apparent that the different circuits are completed through these conductors 180 and 190 regardless of the point at which the particular circuit in question is shown as connected to said conductors. For convenience the conductor 180 will be termed the local positive wire and the conductor 190 will be termed the common return wire. Also, in describing the operation, occasion will be had to refer to circuits which have been previously traced in the preceding part of the description, and in orderto avoid unnecessary repetition and yet enable each circuit referred to to be positively and easily identified, each of the circuits as it is traced will be given a designating number, and will l ll Ill)

he thereinatter referred to by that number.

F or ready reference a table of these circuits with their numbers and functions will be given follows:

Circuit number Function.

1 Energiaes the electromagnet 13: of

the hlocl; combination N. n Energizes the electromagnet the block combination iii.

3 Normally closed stick circ lit for the speed control relay t Lhlnerggizinp; circuit for the pick-up relay P when the speed control relay SC is energized and said relay is dcenergiyzed.

Energizes the speed control relay SC When the arinatures or" the pick-up relay P are raised.

6 Partial circuit on tl e vehicle for con trolling the pick-up relay 1 When the shoe S is the 1-1 ithand shoe.

Complete circuit for controlling the pick-up relay P then the contact saoe S is the righthand contact shoe and engages a rightl'iand ramp lit to which high XOltit e is applied.

8 Lights the green lamp 9 Lights the yellow lamp Y.

1.0 Energizes the ram control magnet C when the speed control relay 5C is energized.

Circuit for controlling the valve E, which is controlled by the contact shoes and by the speed control con tact lingers.

12 Circuit for controlling the valve E which is controlled by the speed. control relay SC and by the speed control contact lingers.

13 Circuit for controlling; the valve E which is controlled "y the stop rclay SR and by the spoon control contact fingers.

Zl 'l Circuits for controlling the "valve l when the no-srgfnal relay 1 .1 is energized.

(lives the advance siena l when the hlock con'ibination N is e'llvctive.

lighting the White lamp .1

lilnergizes the cam control n'iagnet C when the relay NE; is energized. Ell. l lne oizing circuit for the stop relay Sltwhen that relay is energized.

Partial circuit on the vehicle for controlling the stop relay R when the shoe S is the left-hand shoe.

Circuit number.

Function. Partial circuit on the vehicle for controlling the stop relay SR when the shoe S is the lefthand shoe.

the the condi- =1 which will control the train under conditions, that is, under tions of the shortest hlock found along; the dread with the steepest dowr grade. is

in. shown in Fig. 1, all of the selector t-appets are in their lon'c' position when this selection of the hlock combination for the worstis made; and when said selector are in the lower position, a circuit sing tie electromagnet 182 of the ihination l l is established.

Circuit il 'mnl or 0120.

lliocal positive wire 180., conductor 18%, con not spring 185, Contact block it? lower position. conductor 18$, contact o O l in 1's hiocl: 4:41: in its low r position, condu 7.91, eleetroniagnet 132 conductors 188, 189 and ltll be it t. the common return the 190. .t. e" .132 oi the other oh cl:

a? ")[l by animating tl 'in-cl siws,

Ti l] en e moved to an ca the circuit r i... eg net 12-3; of one closed ln the cit of circuits shown ot the rod il-El to isitioiu while the rod ll 'iosition closes the cirthe e Tl-lOlllEtgllGt of .iion li'l, said circuit being as tell we:

Connnencingg' at the local positive Wire 190, coiuluctor 184i, contact block 4-2 in its lower position. conductor 186, contact block 44; in its intermediate position, conductor 192, electromagnet 132, and conductors 19;) and 191 to the common return wire 190.

In case the outside selector tappets 30 and 34 are simultaneously li'l ted, both ends 011 the floating lever d are raised and it can be seen that this results in a movement of the rod 13 to its upper position, in which a circuit for energizing the electromagnet 132 of some other block combinations (not shown), is established. In a. similar way the rod ll may be operated to either an intermediate position or an upper position, depending upon whether the selector tappets 31 and 33 are lifted one at a time or simultaneously; and it can be seen that the selector l) is capable of selectively controlling nine dil'i erent sets of circuits.

When an one of the selector tappets 30, 31, 33 or is raised, the catch 3'? of that selector ta-ppet cooper tes with the beveled I the correspo ding opening in the laach .late 36 and slides said latch plate to tie right as shown in Fig. 1, against the opposition of the spring 38; but as soon as the selector tappet in question has reached its upper position, the catch 37 thereon clears the corresponding opening in the latch plate 36, whereupon said latch plate is aulled to the left by the spring 38, so that the upper edge oi the opening through which the selector tappet in question passes, engages under the edge of the corresponding catch 37 and locks this selector tappet in its upper position. By reason of this construction, it can be seen that each of the selector tappets 30, 3 and 3% after being lifted is locked in its upper position by the latch plate 36, and is held in its upper position until said latch plate is shifted. The shitting of the latch plate 36 to release any oi the selector tappets which n'iay be locked therehv in the upper position accomplished by lifting the middle selector tappet 32; and when said middle selector tappet 32 is lifted, its beveled upper end cooperates with the beveled edge of the opening in the latch plate 36 through which it passes to shift said latch plate to the right far enough to release the catches 3'? of any or" the selector tappets which may be held in their upper position at this time. In the operation of the selector L under ordinary conditions the selector ramps for actuatin the selector tappets are so positioned tht the middle select-or tappet is first 1' to unloclt any of the selector tappets which may have been previously raistd to obtain the selection of a. particular block combination, and then one or more of the selector tappets 30, 31. 33 or as mav be necessary to obtain the new selection desired, are raised, and while these selector tappets are held in their upper position by the selector ramps with which they are in contact, the inicdle selector tappet combination in condition to be effective to control the movement of the vehicle, while all of the other block combinations, which have their electromagnets 132 deenergized, are not in such condition as to be able to control the movement of the vehicle. Referring to Fig. 1 the block combination N is shown in condition to be effective to control the vehicle, while the block combination M. is shown in its ineffective condition. Referring to Figs. 2 to i, inclusive, it can be seen that it the electromagnet 13:2 is deenergized, the spring 143 will draw the yokeshaped frame J to the right from the position shown in these figures, so to rock the contact fingers 127, 128 and 129, all together and still separated from each other, to the right until the roller 14:? carried by the outer contact finger 127 would not be en gaged by the shoulders 167 and 168 on the edge of the contact sector 1&9 it said contact sector were rocked downward. In the case of the contact lingers and 158, this movement of the frame J draws the contact finger 158 out of electrical contact with eontac fineer 157, and holds itout of contact there with, so that the circuit controlled by these contact lingers is broken, regardless of: the position of the shoulder 169 on the edge of the contact sector 161 with reference to roller 160. This position of the parts of the block combinations just describes is shown in connection with the block combination ii in Fig. 1, and it is apparent that all of the circuits controlled by different contact tingers of the block combination M are broken.

Operation of the speed cont-r0? rel 4y am] the pick-up relay Z.

As indicated hereinbe'tore the control 01" the cab signals and the speed control apparatus depends upon the electrical condition of the ramp on the righthand side of the railroad track, and this control is produced when the contact shoe on the ri hthand side of the train engages this ramp. The proceed signal, the caution signal and the speed control apparatus are governed by the speed control relay SC by means of certain electric circuits explained in detail hereinafter; and the speed control relay SC in turn is coniii til)

trolled by the righthand contact shoe on the vehicle and also by the pick-up relay P. Under normal conditions, that is, when the proceed signal is displayed in the motorinans cab, and when the speed control appa-- ratns is not eitective to control the movement of the train, except as regards its maximum speed, the speed control relay SC is energized and its arinatures are in the upper positi on, as shown in Fig. l. The speed control relay is energized under normal condi tions as just stated by a circuit which may be traced as follows:

(lire wit [V '1 ma?) e2" 1 lire-P6.

Commencing at the local positive wire 180, conductor 1941, contact bloclr'lli of the righthand shoe S in its lower position, conductor contact block of the lelfthand contact sizes ti in its lower position, conductors 196 and 197, armature 63 of the lie-signal relay 1 i in its lower position, conductor 198. mature 41:9 of the speed control relay SO in its upper position, conductor 199, windin z; 4-8 of the relay SC, and conductors 200 and 201 to the common return wire 190.

The circuit last traced is interrupted when the contact shoe t3 engages the ramp R and the vehicle is headed in the direction shown in 1 and is traveling in the normal direction of trailiic indicated by the arrow X, since this engagement of the shoe oil the ramp It results in the angle lever 9 being rocked to the left, as viewed in Fig. 1, so that the rod 11 is raised and the contact block 15 moved out or" electrical contact with the conductors 194: and 195. This circuit would also be broken if the vehicle were headed in the opposite direction to that "W11 in F 1, so that the shoe B shown e letthand shoe, were to engage arighthand ranip R, since in this case the angle lens: EL- ot' the shoe S would be roclted to the right, as viewed in Fig. 1, and would i the rod 11. and move the block 15 out -iectrical contact with the conductors 195 In other nerds, the engagement of righthand shoe on the vehicle with a ;hthand rainp when the vehicle is traveling in the normal direction of trailic, breaks the circuit which normally energizes the speed control relay SC, so that unless some other means for ii'iaintaining the speed control relay tilt} ener'jed is set into operation, the arniatnres o't said relay will drop to their i position, thereby changing the proceed al in the cab to a caution signal, and also setting the speed control apparatus into operation in the manner hereinafter explained. It should be noted that the arena turc 4:9 oi the speed control relay SC is included in the circuit Number Three above traced tor normally energizing said relay, so that when the armature 49 of this relay drops, this circuit is incapable of reenergiz- ,l (15 or.

i113 said relay. In this way after the specs control relay SC is deenergized by the en'- gagen'ient ot a contact shoe with a ramp, when the contact shoe leaves engagement with the ramp, the speed control relay is not rec ergized.

tends to give speed control apparat thand c control relay rib may be maintained enei r wh 1 eh i: i

or the vehicle should proceed Gilli- 'lihe pick-rip relay l? 13 included in a circuit con'iprising the secondar the transtormer 1, a preventive res and a protective resistance 56, there provided for each oi these resistance low resistance shunt. ll hen the pick-up rei and the speed control relay SC are in the nornisl pos tion, that is. the relay P is deenergized and the relay EEC is energized, the circuit for the relay l? may be traced as follows Circa zit llmnher Four.

at one tern'iinal oi the sec- I the trair toriner i conductor y l, conductors Q05 and 206. to the relay l in its lower post '1, conductor 20?, a mature of the relay in its upper position, and coi'idncto cos should stop tor some time with a contact 1 control is r the preventive resistance 1 the arinin'nrc of the these conditions, the i .Q secondary ol. the trai must be ot' higher vol a e in order to send current through the pick-up relay P sufficient to lift its arniatnres This arraiigz'cinent allows the armatnres of the pick-up relay l? to be selccill) tively controlled by different voltages, as explained more fully hereinafter.

ll'hen the armature 54v of the picleup relay P is r ed, the winding 4'? of the speed control v SC energized by a circuit which may be traced as follows:

Circuit ililmbcr Five.

Connncncinp' at the local pos tive conductors 2G9 and 210, armature to the common rel: 3311 wire 190.

in this way the armatnres of the speed 7C. relay US role 11 their upper potion or are ra o upper position whenever the armature l arrow X, the shoe S is the righthand shoe, and when this shoe engages the righthand ramp R, the angle lever 9 swung backward to the left as viewed in 1, so that the rod 11 is raised. Under these conditions the partial circuit including the primary of the transformer '1 may be traced as follows:

REE l.

Uz'rcm't Number Sim.

Connncncing at the contacting portion of the shoe S, through the angle lever 9, rod 11, angle bond 16, conductors 213 and 214:, primary of the f p former T, and cond etors and 2t? to the aide 6 of the vehicle.

It may happen that the vehicle, shown in Fig. 1, may be headed in the opposite direction ano may at the same time be traveling in the normal direction of traffic indicated by the arrow X; and in this case the slice S would become the righthand shoe and would be in position to engage the ramp R. when the shoe S becomes the righthand shoe and when it engages the ramp R, the angle lever 9 of said shoe is swung to the right, as viewed in Fi 1, so that the rod 11 is raised and the angle bond 16 thereof is brought into contact with the conductor 218, thereby electrically connecting the contact shoe S by means of conductors 218, 219, and 214 to one terminal of the primary of the transformer T From this is apparent that the shoes S and S perform. exactly the same function when either is the righthand shoe of the vehicle.

As explained hereinbefore, there is associated with the righthand ramp B two partial circuits including the portion 18 alone or the portions 18 and 19 together of the secondary of the transformer associated with that ramp; and w ien the contact shoe S is in engagement with the ramp R, the partial circuit on the vehicle including the primary of the transformer T and one of the partial circuits associated with the ramp R are connected so that current may flow from the transformer to the ramp through the primary of the transformer 'l on the vehicle. ll hen the switch 22 is in the position shown in Fig. 1, that is when there is high voltage applied to the ramp R, the complete circuit for the primary of the transforn'icr T may be traced as follows:

Circuit Nit moor Seven.

Commencing at the ramp R, angle lever l) of the shoe S, rod 11, angle bend 16, conductors 213, and 2%, primary of the transformer T conductors 216 and 217 to the axle 6, hence by the wheel 5 to the track rail 2, conductor 20, secondary portions 18 211K. '19, condi'acter 21, switch and conductcr back to the ramp R. The circuit correspending to this last traced circuit which is fgtablisl' ed when the shoe E5 is the rightiand shoe may be easily traced by analogy to he circuitjust traced and need not be set orth in detail.

The voltage of the combined secondary port-ions 18 and 19 of the ramp transform r is so select-ed that sufficient current will be induced in the secondary of the transformer i to energize the pick-up relay P, even with the preventive resistance n series with said relay, sufhciently to raise the armatures of said relay; or, in other words, when high voltage is applied to the ramp ll, the armatures of the pick-up relay will be raised and will in turn cause the armatures of the speed control relay SE to be raised, regardless of whether or not said armatures of the spe d control relay in their upper or lower position at "he time. The voltage of the secondary portion 18 alone of therainp transformer, however. is selected so that sni'iicient current will be induced in the secondary of the transformer T to energize the pick-up relay P suliiciently to raise its armatures when the PIQYODi lYQ resistance 202 is shun -d by the arn'iature 50 of the speed coi iiol relay SC, but so that when the preventive resistance 202 is included in series with the pick-up relay P, the arn'atnres of said pick-up relay P will not be raised. In other words. if the vehicle approaches the ramp R with the armatures of its speed control relay SC in their upper position, high voltage applied to the ramp R followed by low voltage will serve to keep the armatures of the speed control relay in their upper position; and in case the train aproaches the ramp R with the armatures of its speed control relay in their lower position, it high voltage is applied to the ramp lt, said armatuins oi: the speed control relay d" will be raised, and will be held in their ed 1 u even it the high voltage applied p it is followed by low 'volta 1. it the switch. S22 is named V the 1 onncct the ramp it from the the transtornier associated therewith, no current "will be induced in the second: "y of the transzatuieis oi the picloup iorincr if and the a 7 will cit drop to their lower posia or will re a1 in their lower position as the case may be.

From the foregoing it can be seen that the armatures of the speed control relay may be restored to their upper position and held in that position While the train passes the ramp R; or the arn'iatures of said speed control relay may be restored to their upper position and then caused to drop again to their lower position While the train is passing the ramp R; or the arlnatures of said speed control relay, it in their upper position, may be held there While the train passes the ramp R; or said armatures, if they are in their lower position, may be caused to remain there While the train is passing the ramp B. This control of the speed control relay is accomplished by changing the voltage applied to the ramp R and this voltage is in practice aut01natically cont-rolled by the track relays of the certain track sections in advance of the ramp lt; but since these trackvay circuits form no part of the present invention, they are not shown, but are arranged for the proper control of the s stem embodying this invention so that when a train approaches the ramp R, l'iigh voltage Will be applied to said ramp, providing the track section next in advance of the ramp It and pro tccted thereby is not occupied; so that this high voltage will be changed to 10W voltage providing the second track section in advance of the ramp R is not occupied; so that this high voltage Will be changed to no voltage it said second track section in advance of said ramp is occupied; and so that low voltage will be applied to the ramp R initially it the track section next in advance of said ramp and protected thereby is occupied.

As explained hereinbeliore, a bus line 5 is provided for electrically connecting the several motor cars or locomotives equipped with the train control system which are included Li. the same train, and this bus line 7 5 on each of said motor cars or locomotives is connected by the conductor 220 to the conductor 211 Which is connected at times to the local positive Wire 180 when the pick-up relay P is energized, so that when the pick-up relay 1? on any one of said motor cars or locomotives is energized as hereinbeiore described, current is transmitted from the local positive Wire 180 along the bus line 75 to the winding 41:? of the speed control relays SC on the several motor cars or locomotives, and thence by conductor, 219;, 201, common return Wire 1510, and conductor 300 to the Wheels and axles ot said motor cars or locomotives to the track rail 2 which forms a common return. in other Words, the pick-up relays l? on the several motor cars or locomotives in a train may be energized simultaneously. This arrangement facilitates the n'ioveinent ot' tratfie for the reason that when a train including a number or motor cars or locomotives, is being controlled by the speed control apparatus on the several motor cars or locomotives, and ap n'oaches a righthand ramp, all of the relays P on the train may be simultaneously energized to simulta neously restore the parts of the speed control apparatus on the several motor cars or locomotives to the initial or idle con dition; and consequently the train as a Whole is released from the speed control apparatus as soon as the first motor car or locomotive reaches the righthand ramp It having high voltage thereon, so that the movement of the train as a Whole is not delayed as it Would otherwise be until the last locomotive or motor car of that train reaches such a ramp.

Referring to the controlling functions provided by the speed control relay, the armature 51 of said relay controls the proceed and caution indications. l Vhen the armature 51 is in its upper position the green lamp G indicating proceed is lighted by current flowing in a circuit- Which may be traced as follows:

Circuit [Vmnbcr [Fig/M.

Commencing at the local positive wire 180, conductors 221 and 222, armature 6t of the no-signal relay NS in its lower posi tion, conductors 223 and 22d, armature 51 of the speed control relay in its upper position, conductor 225, conductor 226, and thence through the resistance T l 01 the green lamp G in either cab, through the cab sig nal cut-in and dimming switch U in. the cab occupied by the motorinan, and conductor 227 to the common return Wire 190.

In this connection it is noted that all ot the cab signal lamps are controlled by the cab signal cut-in and dimming switches U, and that the circuits for these cab signals through said switches U are so easily traced that detailed explanation is unnecessary.

The yellow lamp Y, indicating caution, is lighted by current flowing in a circuit established when the armature 51 or" the speed control relay SC is in its lower position, said circuitbeing traced as tollows:

Circuit Number Nine.

Commencing at the local positive wire 180, conductors 221 and 222, armature 6 l of the no -signal relay NS in its lower position, conductors 223 and 224;, armature 51 of the speed control relay SC in its lower position, conductors 228 and 229 to the com mon conductor 230 for the yellow lamps Y, and thence in the same way as explained hereinbetore through the cab signal cut-in and dinnnin switch U to the common return wire 190.

The armature of the speed control relay SC controls the cam control magnet; C, and when said armature is in its upper position, the cam control magnet C is energized by a circuit which may be traced as follows:

Uircuit l /"umber Tea.

Commencing at the local positive wire 180, conductors 209, 230 and 231, armature 53 in its upper position, conductors 232 and 233, cam control magnet C, and conouctors 23 i, 189 and 191 back to the common return wire 190.

Control of the brakes.

The electrically operated valve E is subjected to the control of a number o-t'devices and is governed by a number of controlling circuits. The first contr lling circuit for the valve E may be traced as follows:

( 'ii' cua't [Vmnbcr Elcoca.

Commencing at the common return wire 190, conductor 235, valve E, conductors 236, 237 and 238, contact fingers 157 and 158 of the block combination N, conductors 239,

and 2-l1, and thence either along conductor 2.2, contact block 12 ot' the shoe S and conductor 2 l3 to the local positive wire 180, or conductor 2-l-fl-, contact block 12 of the shoe S and conductor 24-6, to the local positive wire 180.

no rding this controlling circuit Number Eleven. for the valve E, it should be noted that said circuit is not interrupted ceding tact fingers 157 and 158 of the block combination M are included in this circuit, the connection being made by conductors 25% and in an obvious manner.

Another controlling circuit for the electrically operated valve E may be traced as follows:

Circuit Number Twelve.

Commencing at the common return wire 190, conductor 235, valve E, conductors 236, 237 and 238, contact lingers 157 and 158 of the blocl; combination N, conductors 239, 24-0, 2 and 2&8, arn'iature 52 of the speed control relay SC in its upper position, and conductors 230 and 209 to the local posi tive wire 180.

Regarding this last traced circuit, it should be noted that the branch thereof controlled by the armature 52 of the speed control relay SC is in multiple with the branch of the preceding circuit Number Eleven controlled by the contact shoes 53 and S so that it the circuit Number Eleven is interrupted at the contact shoes S and S", ne'ertheless the valve E is energized by current flowing in the circuit Number Twelve. In the same way, there is a. further circuit, having a portion thereof in multiple with the branches of the two precircuits Numbers Eleven and Twelve; and this further circuit may be traced as follows:

mm: il umbcr l /lirr'ccn.

Commencing at the common return wire 190, conductor 235, valve E, conductors 236, 237 and 238, contact lingers 157 and 158 oi the blocl; combination N, conductors 239, 240, 247, 249 and 250, armature 57 of the stop relay SE in its upper position, and conductor 251 to the local positive wire 180.

it should be noted that each of the three controlling circuits Numbers Eleven, Twelve and Thirteen tor the electrically operated valve E above trace-c is interrupted whenever the contact lingers 157 and 153 01" the block combination. N are separated. There is, however, a shunt for these contact fingers controlled by the armature 66 of the no-signal relay NS, so that, when. the armature 66 of this no-signal relay is in its upper position, current may tlow:

Circuit Nwnbcr Fourteen.

From the common return wire 190, along conductor 235, through the valve E, conductors and 252, armature 66 of the relay N S in its upper position, conductor 253, and thence. along conductor 250, through the arn'iature 57, of the stop relay SR, or along conductors 2 :9 and 2A8 through the arma ture 52 of the speed control relay SC, or

Lassen Adi/mice and audible signals.

.ln connection with the system embodying this invention a signal is given in the mo torinans cal: whenever his train is running as last as the block ci'unbination in etlect will permit, when the train is beingrun under the proceed signal. in other words, this signal. which is termed the advance si 'nal, tells the motorman when his train traveling at a speed nearly great as saiety will permit. The advance signrl f the particular arrai ement shown in l'ig. 1 given by lighting the yellow lamp Y at the same time that the green lamp G is lighted, the indication for the advance signal being given by the simultaneous showing and yellow lights. The advance controlled by the cam 123 oi" the ination etiective at the time, and remen'iheri tha the blocl: combination N is eii'cctire when the parts are in the peer tion show in Fig. 1, the circuit tor lighting the yellow lamp Y at the same time that the green lamp {l is lighted, may be traced as follows:

Circuit [Vmnbcr Fifteen.

Commencing at the local positive wire 180, conductors 221 and 222, armature 64 ot the no-siggnal relay NS in its lower position, conductors .2225, 256 and 25?, contact fingers 128 and 1327, conductors 258, 359 and 5229 to the common wire for the yellow lamps Y, and thence through the cab signal out-in and dinnning switch U and conductor to the return wire 190. A similar circuit which can be easily traced by analogy to the circuit just traced is established when the block combination M or any other block con'ibination in the speed control apparatus is effective, and when the speed of the rehiele is nearly as great as the maximum poi-mire speed for the vehicle at that time.

The warning or audible signal A is controlloi'l by the cam 1223 oi the bloclt coniliini which is effective at the time, and when the blOCl-I combination id is ell'ective the cii'miit for the audible signal A may be t :a red a s oll ows Circuit Number Sixteen.

through the cab signal cut-in and dimming switch U to the common wire 190. The common wire 265 of the audible signals A a each ehicle connected by conductors and 266 to the audible si and by reason of this arrangement of eircuits the audible signal in either cab of a one ot' the in 1' cars or locomotives included in the same train may no sounded by the operation of the speed control apparatus on any one of the several motor cars or loconiotircs in said traim thereby enabling the motorman to be in some other cab except "1e first cab of the first motor car of the Wain it necessary, and also obtaining the it of the simultaneous operation of the erent speed. control apparatus on the sevmotor cars or locomotives.

Shape of the cams.

in determining the proper manner in "hich to automatically control the speed of ili'oad trains so that maximum facility .i the greatest safety may be obtainedvv it is necessary to consider the factors which slice the braking distance 01' railroad trains, that is, the distance in which a railroad train may be brought to a stop by its brakes. in the first place, the distance required to bring a train to a stop by its brakes depends upon the kind of braking-3; equipment also upon the speed 01? the train at the time the brakes are first applied, upon the grade of the tracl: over which the Vehicle travels while being stopped, the curves in this track and other factors dependent upon the special physical characteristics 01": this stretch of track over which the train passes while being stopped. It is possible, as is clearly understood by those skilled in the art of braking trains, to determine what is known as the braking curve for a train, taking; into (:OllSlflOltlllOll a certain kind ot braking equipment and a given stretch ot track, this braking curve being a speed-distance curve which represents for each point in the travel of the train with its brakes applied the speed at that point at which the train will be runing. In other words, this braking curve :t' a train shows how fast the train can be moving: at any given point in its travel and yet he brought to a stop by its brakes hetero another certain point is reached.

The shape oi: the ca s 123 and i212 d troni the bra inn curve oi the t h these cams are mounted with re- Q or the like up; cnr've and wle to have cams out for diil'erent l oi;

physical char:

dale, in order to Ollldlll in rre cnt of trains of blades ct characteristics. In the particular kind of cam illustrated, the lengths of the radii of said cam represent dilierent speeds, and the gular displacement of said cam from its initial position represents the distance traveled by the train after the cam commences to move. in eii'ect, each cam represents a pre determined functional relation between the speed of the train and the distance traveled by said train, this functional relation being Jased upon the braking curve for said train and upon a stretch of track of certain physical characteristics. Referring to the cam 124, this cam is based directly upon the braking curve of the train, while the cam 123 is derived from said braking curve but represents curve which is a certain fixed time in advance of the braking curve at all speeds. The etl ective action of the cams 123 and 12 taltes place along the line of movement ot their respective tollowers, namely, the rollers ltil and 166, this line of movement being determined by the lower end of the speed-arm 156 and the rod In this connection it should be clearly understood that the cams 123 and 124' of the ditferent block combinations are of dill'erent shapes, and also will be 01 different shapes for dil erent types 01" trains having ditlerent braking equipments, and that while the shape of these cams as shown in the drawing illustrates in a general way the shape of a cam which may be used in practice, no attempt has been made to show these cams precisely.

Automatic Speed Control.

Having set forth the ditlerent circuits involved in the operation of the speed control apparatus, the sequence of operation of the several parts when a train approaches the entrance to a block next in the rear of another block which is occupied by a second train may be set forth in detail. As the train under consideration approaches the ramp R, high voltage will be applied to said ramp; and consequently when the righthand contact shoe on said train engages said ramp It the pickup relay P will be energized by cir cuit Number Seven and will energize the winding 4c? of the speed control relay SC by circuit Number Five so as to raise the armatures of said speed control relay to the upper position, it they are not already there. With the armatures of the speed control relay in the upper position the green lamp, indicating proceed, is lighted by circuit ll umber Eight and circuit Number T en tor ei'iergizing the cam control magnet C is closed. Referring to Fig. 2, it can be seen that when the cam control magnet C is energized, the arm 108 is moved to its lower position, thereby drawing the gear 111 out of mesh with the gear 121, so that the cam-shaft 120 is free to be placed in its initial position, as shown iii-Fig; 2, by the restoring mechanism, it it is not already there. As the train pregreses further, the voltage on the ramp R is automatically changed by the operation of the trackway circuits to no-voltage; and consequently the pickup relay P being entirely deprived of current drops its armatures and interrupts the circuit l-litunber Five for energizing the winding 4:? of the speed control relay SC, whereupon th armatures oi said speed control relay drop, since the contact shoe of the vehicle is still in engagement with the ramp B so that circuit lininber Three for energizing the winding l8 of said speed control relay is interrupted. then the armature 51 of the speed control relay SC drops, the circuit Number Eight for the green lamp G is interrupted and the circuit Number Nine tor the yellow lamp Y is established, thereby changing the proceed indication in the motormans cab to a caution indication. "When the armature ot the speed control relay drops, it interrupts circuit Number len tor energizing the cam control magnet G; and referring to Fig. 2, it can be seen that when the cam control magnet C is deenergized, the arm 108 is moved upward by the spring 118, so that the gear 112 is in mesh with the gear 121. In this way the cam-shaft 120 is directly connected to the axle l of the vehicle by means of the intermediate gearing and commences to turn, in one direction or the other, de pending upon the direction of movement of the vehicle, gradually and exactly in accordance with the distance traveled by the vehicle. This movement of the cam-shaft 120 causes a corresponding movement of the several came of the different block combinations connected to said shaft, and the cams 123 and 12%. of these block combinations cooperate with one end of the corresponding floating lever to indicate the permissive speed for the vehicle at the diii'erent points in its travel.

As pointed out hereinbetore, the actual speed ot the train is indicated by the speed indicator Si. and the angular displacement of the speed-shaft 90 and the speed-arm 156 represents different s eeds. The speed-arm 156 and the rod 155 are shown in Fig. 2 in the position corresponding to zero speed; and the lower end of said speed-arm and the rod 15 are moved toward the lots, as viewed in Fig. 2, as the speed of the train increases. It the cam 12S remains stationary in its initial position as shown in 2, as the speed of the train lilClOt seq, the lower end of the floating lever 153 will he moved to he left, as viewed in Fig. 2, and since the upper end of this floating lever remains stationary, the linlc 152 connected to its middle point is correspondingly moved to the left, thereby rocking the contact sector 1&9 clockwise against the opposition of the s ring 151. The aarts are so r0 )ortioned o v that when the train attains a speed which is the highest speed which it may safely maintain when proceeding under a proceed signal, the contact sector 14%) is moved to the point where the shoulder 1-68 in the edge thereof engages the roller i l? and shifts the contact spring 12? over into contact with the contact spring 128. lhe contact springs 12? and 128 when moved into contact close the circuit Number Fifteen for the yellow lamp Y; and if at this time the green lamp ii is also lighted, the motorinan is given an indication, herein termed the advance signal, which informshim that his train is traveling as fast as is properly allowable.

This condition ust described in which the advance signal would be displayed would probably el tist when the train uiuler consideiition passes the ramp ll and when the cam control magnet G is lir t eeiiergized. Referring to Fig. 2, it can be seen that when the cam 123 commences to turn it causes the upper end of the floating lever 1553 to move to the left and assume diiterent positions as the train progresses according to the permissive speed for the train at the different points in i is travel. The other or lower end of the floating lever however, takes loo, different positions in accordance with the actual speed of the train; and it can be seen that,'as the cam 123 is rotated and the upper end o f the floating lever is moved to the left, in order to prevent the link 152 attached to the middle point of floating lever from being moved further to the left, the lower end of the floating lever must move as fa to the right as the upper end of said float lever moved by the cam 12?) to the leit. in case the iiiotoruian properly controls the speed of his train, the movement of the lower end of the floating lever 153 to the right, to compensate for the movement of the upper end of said floating lever to the left, will occur and no further move ment of the link 152 and the coi'itact sector 14-9 is proi'luced; but if the iiiotornian should disregard the caution shoal, or should by reason of carelessness, negligence or incompeteiicy fail to properly control the speed of his train, the contact sector i l-9 will be roelied till further chicltwise and the shoulder it in the edge thereof will. on: the roller 1-47 and cause a movement 0t ihe conarr to a stop by its brakes by the time it reaches the end of the block. Ordinarily the motorman will quickly observe the audible signal A and will cause a manual application of the brakes which will Serve to reduce the speed of the train to a safe speed. In some cases, depending upon the particular shape of the cam 123, this immediate application of the brakes by the motorinan will result in the speed of the vehicle being reduced at a greater rate than is required by the curve which the cam 123 represents; and under these conditions the reduction of the speed of the vehicle will cause the lower end of the floating lever 15?) to move to the right farther and faster than the upper end of said counterelocl zwiso far enough to bring the shoulder 16? out of engagement with the roller lat/i", thereby pern'iitting the springs 131 to torce the contact lingers 127 and 128, which still remain in contact, far enough to the left so that the contact ingers 128 and if, i) are separated and the circuit Number it teen for the audiblesignalAinterrupted. in this way the motorinan is advised that he has been successful in retarding the speed of his train to the required restricted speed; but in case the speed of the train should again exceed the required restricted speed, as for instance, if the motorman should release his brakes too soon, the audible signal A will again be sounded in the same way as described. From the foregoing it can be seen that the speed control apparatus provide a warning signal which will be sound ed at any time during the travel of the train througgi'h a block whenewr the permissive speed is nearly reached, and which will persist until obeyed.

During this movement of the cam-shaft 1521) the cam 12a is also turned; and if the niotornlan disregards the audible signal A, this rain 1' ill. move the upper end of the floating lever 165 to the left to such a point that, with the lower end of said floating lever in the position corresponding to the speed of the train at that instant, the link 16% is moved so far to the left and the contact sector 161 rocked cloelnvise so far that the shoulder 169 in the edge thereof is brought opposite to the roller 160, thereby permitting the spring 131 to force the contact linlh? away from and out of contact with the contact linger 158. 'lhe separation of the contact lingers l5? and U88 interrupts each of the circuits Numbers Eleven, Twelve and 'lhii'teen which control the electrically op-erati-td valve it; and when this valve 1*] is deep red the spri a. (it) opens the valve (it? s the train pipe ('37 so to cause an automatic flpi'ilii'ti-illfiiil ot' the liu'alzes;

This automatic application of the brakes may be either what is commonly termed a service application, or may be an emergency application, depending upon the construction of the valve E and the rapidity with which the train pipe is vented, all as will be clearly understood by those skilled in the art of braking trains. If desired, a suitable recorder or counter may be a1 plied to the valve E to register the number of automatic applications which have occured; but since the application of a recorder or counter to such a use is well known in the art, no further explanation is necessary,

As pointed out hereinbe'iore, the shape of the cam 123, which controls toe advance signal and the udible signal, while it is derived from the same braking curve as the shape oi the cam 12 i, is specifically ditferent from the shape of the cam 124-. The reason for this is that a certain interval of time after the sounding ot the audible signal A and before the automatic application ot the brakes should be allowed for the motorman to shut oli' the power and produce a manual application of the brakes; and this interval of time is preferably made the same regardless of the speed at which the train is traveling at that time. The distance which a train will travel in a given time varies with the speed of the train at that time, and hence it is apparent that the audible signal A should be sounded a different amount, as regards distance traveled by the vehicle, in advance of the automatic application of the brakes for different speeds. In other words, while the cam 12% is intend ed to cause the sounding of the audible signal A a certain tixed time in advance of the automatic appli ation of the brakes by the cam 124, the shapes of these cams are dili ercnt because they are displaced in accordance with the distance traveled by the vehicle and because the distance traveled by the vehicle during this certain fixed time will vary according to its speed.

illmniwmm speed limitation.

The speed control apparatus described is also capable of operating in a way to cause the sounding of the audible signal A and a subsequent automatic application ot the brakes whenever the speed of the train exceeds a predetermined maximum speed, this predetern'iined maximum speed being determined by the block combination which is eilective at the time. Referring to Figs. 2, 3 and t. and assuming that a block combination shown therein is ei'lective, it can be seen that even though the cam remains stationary in its initial position, shown in Fig. 2, the speed arm 156 cannot be moved to the left, corresponding to higher speeds, more than a certain distance without pulling the link 152 so far to the left as to rock the contact sector 1 19 through an angle suiliciently great to bring the shoulder 167 opposite to the roller 1%? and cause the closing of the contact fingers 128 and 129, thereby closing circuit Number Sixteen (11X sounding the audible signal. Likewise, al through the cam remains stationary in the position shown in Fig. at, the speed arm 156 cannot be moved to the left more than a certain distance without rocking the contact sector 161 far enough to bring the shoulder 169 opposite the roller 16-0, thereby permitting the contact fingers 157 and 158 to separate and open the circuits Numbers Eleven, Twelve and Thirteen for the electrically operated valve E. In this way a warning signal is sounded whenever the speed of the vehicle exceeds a predetern'iined speed and the brakes are subsequently automatically applied if the speed is increased still further.

The parts may be so arranged and proportioned that this predetermined maximum s aeed may be made the same for each block combination or each block combination may be given a particular speed. In addition to preventing a train from attaining an excessive speed at any time which may be dangerous, this arrangement for imposing a limitation upon the maximum speed assures that the speed of the train can never exceed a speed such that the cams are not ettective to adequately control the speed of the train.

Automatic release.

in other words, it is permissible to release 1 the first train from the dominance of its speed control apparatus and recommence the cycle of operation of this apparatus. This is accomplished by temporarily rcenergizing the .peed control relay SC, and this result is accomplished by temporarily picle ing up the arinatures ot the picleup relay 1. As explained hereinbctore, the traclnvay circuits for controlling the ramp R are so arranged that high voltage will be on said ramps, providing the next block immediate] y in advance thereoi and protected thereby not occupied, and this is the condition which exists under the particular circumstances assumed; and, as explained hereinbefore, this 

